Switch



Aug. 6, 1935. c. CHRISTENSEN 2,010,533

SWITCH Filed Dec. 24, 1950 10 Sheets-Sheet l 1935- c. CHRISTENSEN 2,010,533

SWITCH I Filed Dec. 24, 1950 10 Sheets-Sheet 2 Aug. 6, 1935.

Chris in Ci rz' 5?:22? sen C. CHRISTENSEN SWITCH iled Dec. 24, 1930 Aug. 6, 1935. c. CHRISTENSEN SWITCH Filed Dec. 24, 1930 10 Sheets- Sheet 4 Ma /gal 63/ W;

1935- c. CHRISTENSEN 2,010,533

SWITCH Filed Dec. 24, 1930 10 Sheets-Sheet 5 Aug. 6, 935- c. CHRISTENSEN SWITCH Filed Dec. 24, 1950 10 Sheets-Sheet 6 8- 6, 1935- c. CHRISTENSEN 2,010,533

SWITCH Filed Dec. 24, 1930 10 Sheets-Sheet 7 Aug. 6, 1935..

c. CHRESTENSEIN 2,010,533

SWITCH Filed Dec. 24, 1930 10 Sheets-Sheet 8 Aug. 6, 193 c. CHRISTENSEN SWITCH l0 Sheets-Sheet 9 Filed Dec. 24, 1930 Aug. 6, 1935.

C. CHRISTENSEN SWITCH Filed Dec. 24, 1930 10 Sheets-Sheet l0 M ?77 65 5 wwf/m Patented Aug. 6, 1935 PATENT OFFICE SWITCH Christen Christensen, Maywocd, ilL, assignor to Eiectrical Engineers Equipment 60., a corporation of Illinois Application December 24, 1930, Serial No. 504,502

30 Claims.

designed for performing itching operations be- Flies tween adjacent vehicles in a train of two more coupled cars, especially railroad cars or the like.

It is one of the objects of the present invention to provide an improved switch which can be mounted on a rai road car adjacent one end thereof and which will cooperate with a similar switch similarly mounted. on an adjacent car and maintain electrical connections while the train is in motion. Such a switch must satisfy certain rigorous requirements. it is of course apparent that two cars of a train do not travel as .a rigidly connected body. There is a certain amount of side sway present and since the two cars do not necessarily sway in the same irection at the same time the distance between corresponding parts of the two cars is constantly varying. In addition there is a certain amount of give in the coupling means between the two cars so that the distance between the two cars constantly varies as the train accei ates or d celerates, starts or stops. In addition, and this is the greatest cause of variation in the distance between two adjacent cars oi a train, the e is the change that occurs as the moves along a curve. It a switch is so designed that one part of the contact mechanism is mounted on one of the cars and the other part on other car, then the construction of the witch must be such that contact is maintained while the train is in motion and the structures upon which the two contact making parts are mounted go through all the relative motions corresponding to the motions of t eir respective cars. This my switch accomplishes. In the form of my invention herein illustrated the two contact maki g portions engage one another along a planar sur..-.ce the center line of which lies between two coupled cars and at an angle to their lon .c clinal center lines. The contact making mechanisms are pivoted on their respective cars and yielchng means is provided for constantly urging them to about their pivots in a direction towards one another. The two blade members make abutting contact with one another so that each blade limits the extent of swinging of the other about its pivot and each blade acts as a cushion stop for the swing of the other. Thus as the cars turn corners or otherwise move with respect to one another the two blade members slide along one an other or swing about their pivots, always taining their position of contact along a line approximately joining their pivotai centers.

In a ition, a switch of this type should be controllable from a remote point and should always be under the control of the operator. My switch is held in its closed position by a locking latch and is adapted to be moved to its open position by remotely controlled pneumatic means which serves to maintain the switch in the closed position as long as the pneumatic pressure is maintained. A spring means is provided for urgin the switch to the open position and upon the release of the pneumatic pressure the spring means is effective to move the switch blade to its full open position where it is held by the latch. It is within the purview of the present invention to reverse the motive power for moving the blade to its open and closed positions. For instance, spring means may be relied upon to move the switch to its closed position and the pneumatic means for opening the switch. The converse is however preferable and therefore incorporated in the embodiments herein shown, as stated above.

As previously stated, the switch is held in its open position by a latch or the like and is moved to its closed position by the application of pressure to a pneumatic motor. The switch can of course be actuated only after the latch is released. It is another one of the objects of the present invention to provide improved means whereby a single actuation will result in the release of the latch and also in the actuation of the switch. If pressure is applied to actuate the switch before the latch has been fully released, a bangin or hammering of the switch parts against the latch might result. This may even result, in some cases, in the wedging of the latch in the switch locking position thus preventing the actuation of the switch. My improved mechanism avoids this occurrence. I accomplish this by providing a restriction in the passageway communicating pressure to the switch actuating means whereas no such restriction is placed in the passageway communicating pressure to the latch releasing means. As a result of the restriction in t-e conduit there is a slight delay in the building up of the pressure in the switch operating motor. In the meantime the latch is released. A moment later the pressure in the switch operating motor has built up to the amount required to operate the same and the switch is actuated. The latch is biased to the locking position so that upon release of the pneu matic pressure it looks the switch when the switch reaches its full opening thereof under the action of the spring.

It is a further object of the present invention to provide an improved switch blade and blade support so that the blade will have a substantially universal motion with reference to its ultimate support, the railway car.

It is another object of the present invention to 2 V T provide an improved mounting for switches of the class described. Where the railway car has a pantograph mounted on the top thereof for contacting with the trolley some of the insulators supporting the pantograph may be utilized to help support the switch structure, which is also to be insulated from the railway car The attainment of the above and further objects of the present invention will be apparent from the following specification taken 'in conjunction with the accompanying drawings form-- ing a part thereof.

In the drawings:

Figure 1 is a top view of the adjacent ends of two adjacent cars of arrailway train, said cars being equipped with my improved switch, the closedposition of the switch being indicated in dotted lines;

" Figure 2 is a side view of the structure as shown inFigure' l; v H 7 Figure 3 is a top view of the blade carrier and pneumatic motor for operating the same;

Figure '4 is a sectional View taken along the line i-Q of FigureB and looking in the direction of the arrows;

'Figure 5 is a longitudinal sectional view of the bumper latch mechanism and the pneumatic motor for releasing the same, "said view being".

- portion of the conduit for extending pneumatic pressure to the two pneumatic motors as shown in Figures 3 and 5 respectively;

Figure is aitop plan view of a modified formv of switch mechanism, said view showing the manner of mounting the same upon the top of a railway car; V

Figure 11 is a side View of the structure shown in Figure 10;

1 Figure 12 is an enlarged fragmentary view of a portion of thisswitch mechanism, said View being taken along the line 82-42 of Figure 11 and looking in the direction of the arrows; V

Figure 13 is a perspective view of the blade carrier of the switch shown in Figures 10 and 11;

Figure "14 shows an alternate form of blade holding means for a'switchsuch as is shown in Figures 1 and 2;

Figure 15 is a sectional View taken along the line i5-l5 of Figure 14;

Figure 16 is a View showing the manner of mounting the blade means of Figure 14. upon its supporting insulator;

Figure 17 shows a modified form of blade mounting meansjror a, switch such as is shown in nism mounted on: top of the cars.

Figures 16 and 11; T

Figure 18 is an end view thereof; and Figure 19 is a fragmentary sectional view taken along the line iii-i9 of Figure 17.

Reference may now be had more particularly to Figures'l and 2wherein I show, in diagrammatic form, the adjacent ends of two coupled railway cars and my improved switching mecha- The railway cars are indicated at i and 2 and may be coupled together in any preferred form. Since the coupling means between the railway cars constitutes no part of my invention this has been omitted from the drawings. Three insulators indicated at 5, 5, and'l are mounted upon the top of the railway car in any preferred manner, said insulators being arranged in the form of a triangle. A triangular plate Sis bolted or otherwise suitably secured to the insulator caps of the three insulators and supports the switch mechanism, to be presently described, in insulated relationship to the railway car.

A member it having a pair of spaced horizontal arms is mounted upon the plate 9 and constitutes a support for a blade carrier l5 which is pivoted between the arms by means of a pivot pin 56. The member, ii) also constitutes a support for a pneumatic motor 54 for swinging the blade carrier 85 about its pivot. This motor will be described as the description proceeds.

A blade holder l? is mounted upon the carrier member by means of a pair of insulators l6l6' which rigidly support the blade holder ll in position upon the carrier so that upon movement of the carrier the blade holder is moved. The blade holder is relatively long and narrow and, when.

the switch is in its open position, it extends transversely of the railway car as is indicated in the full lines in Figure l. A relatively long and narrow contact shoe i8 is resiliently mounted upon the blade holder l! by means of a set of resilient supports l9 and 2B. The construction of the contact shoe is and the manner of mounting the same upon the blade holder 1 i will be more fully set forth as the description proceeds. For the resent it may suffice to say that the contact shoe is mounted to have a'limited amount of universal motion with reference to the blade holder ill An insulator is mounted upon the top of the plate 9 and supports a terminal lug 26 at the top.

thereof. A conductor for extending the circuit to or from the switch extends to the terminal lug, and from the terminal lug the circuit is extended by means of a flexible braided conductor 27 (Figure 1.) which extends from the terminal lug 26 along a pair of split links 253 and 29 which are pivoted together at 39, one end of the link 29 being pivoted to the blade holder El and one end of the link 23 being pivoted to the insulator 25. The flexible conductor 2! extends along the two links and is connected at its remote ends to the contact shoe is.

The switch is adapted to be actuated from its open position as shown in full linesin Figure 1 to its switch closed position as is shown in dotted lines in this figure. This movement is accomplished by applying pneumatic pressure to the pneumatic motor it which thereby causes the blade carrier E5 to swing about itspivot H5 in a counter-clockwise direction as seen in Figure 1. It is to be noted that the cooperating switch members on the two railway cars l and 2 are mounted upon opposite sides of the longitudinal center lines or" the railway cars. when the blade carriers 95 of the two switches are swung in a counter-clockwise,direction, the contact shoes i8 of the two switches approach one another and finally come into engagement. The pneumatic pressure is maintained upon the motor l l during the entire time that the switch is in its closed position, that is in the position shown in dotted lines in Figure '1. .It is to be noted that the switch blades of the two switches mounted upon therespective cars each limit the As a result,

extent of counter-clockwise rotation of the other about its pivot I6. Since the pneumatic pressure is being constantly maintained it is evident that the contact shoes of the two switching members will be maintained in engagement even though the two railway cars move laterally with respect to one another. Such motion of course takes place to a pro ounced degree when the train is traveling around a curve. It is also to be noted that the two cars of a train have a limited amount of vertical motion relative to one another. In order to prevent the contact shoes of the cooperating switching members from coming out of engagement with one another due to this vertical motion, the shoes I8 are made of appreciable width in their vertical direction, as seen in Figure 2, whereby contact is maintained Within the limit of vertical motion of the two railway cars relative to one another. There is also a limited amount of rocking motion, vertically, of the two railway cars with reference to one another. To take car, of this rocking motion there is provided the resilient supports 59 and 29 for the contact shoes. As a result the two cooperating contact shocs always maintain their faces in engagement with one another regardless of the relative motion of the two railway cars with respect to one another.

A spring is provided for moving the blade carrier from the dotted line position shown in Figure 1 to the full open position as shown in full lines in that figure. The pressure applied by the pneumatic motor M is normally in excess of the I pull upon the blade carrier I5 by the spring To move the switch to the open position it is merely necessary to release the pressure upon the motor I4 whereupon the spring 33 retracts the blade carrier and with it the blade holder memher. When the carrier member i5 reaches its full line position as seen in Figure 1 it is latched in this position by means of the latch til thereby preventing movement of the switch member with reference to its supporting railway car due to the motion of the railway car. The latch member is adapted to be pneumatically controlled by means of a pneumatic motor 44 when it is desired to release the latch to permit swinging movement of the blade carrier I5 under the action of the pneumatic motor !4. The construction of this latch and the manner of operating the same will be more fully set forth as the description proceeds. It may be sufficient to here state that when pneumatic pressure is applied to the motor I4, for swinging the blade carrier, pressure is also simultaneously applied to the motor 44, the arrangement being such that the pressure builds up faster in the motor 44 than it does in the motor I4, thus releasing the latch somewhat before the motor I4 has become eifective to move the blade carrier.

Reference may now be had to Figure 3 which shows the pneumatic motor for operating the blade carrier. In this connection reference may also be had to Figure 4 showing a sectional View of this motor. The U-shaped frame member Ii! comprises a bearing for the blade carrier I5 and an air pressure chamber for the pneumatic mo tor I4 as previously stated. The blade carrier i5 is pivoted between the arms 46 and 49 of the member ID by means of a king bolt 4I that extends through aligned openings in the arms 49 and E8 and through a cylindrical bore in the blade carrier. Cylindrical anti-friction members 53 and .54 are interposed between the king bolt and the walls of the bore in the member I5 and means comprising an oil cup 55 is provided for facilitat ing the lubricating of the bearing surfaces. Fibre discs 55-53 are located above and below the bearing and suitable stuffing glands 5'l-5'l are interposed between the arms 46 and 43 and the rotatable members. Dust caps 58 and 59 are provided for preventing the entrance of moisture or other foreign matter into the bearing. Each of these dust caps 58-59 comprises a split collar member the two split portions being adapted to be clamped about the tubular portion 60-60 of the blade carrier.

The base t? of the bearing and air pressure member i6 is adapted to be bolted or otherwise suitably secured to the top of the plate like memher 9 by means of suitable bolts passing through the openings 4348 in the base of the member ill and through suitable bolt holes in the plate member 9.

The air chamber is provided with a cover mem ber 65 which is bolted or otherwise secured to the member ii by means of bolts 66 which also serve to secure a diaphragm 68 in place. The diaphragm divides the air chamber into two compartments and H. The compartment I0 is adapted to have air or other pneumatic pressure applied thereto by way of a conduit 12 whereas the compartment ii is closed off from the cornpartment 'lii may be open to the atmosphere.

The diaphragm S8 is adapted to move an actuating piston rod '54 which moves through a bore l5 in the air chamber, said bore being provided with a suitable anti-friction member as well as with means for providing lubrication for the piston rod i i. The piston rod i i moves outwardly of a cover it provided for the air chamber and is adapted to exert a pushing force upon the blade carrier it to swing the same about its pivot bolt it. To facilitate this action the blade carrier is provided with a bolt member having a spherical head iii against which the piston rod 74 abuts. This bolt member 8-9 is threaded to the blade caer and is adapted to be locked in adby means of a nut 83. By adjustmg the posi ion of this bolt member the position at which the piston rod 'ld engages the bolt 80 may be adjusted thereby adjusting the extent of permissible movement of the piston rod .4, and therefore the diaphragm 68, before it engages the bolt 39.

L-shaned bracket member 88 is provided at one end with a square opening for receiving a square projecting portion 8? of the bolt 85. The other end of the L-shaped bracket may be removabiy secured to the blade carrier by means of a bolt This bracket additionally prevents turning of the bolt and therefore serves to insure the holding of this bolt in its adjusted position. To adjust the bolt 88 it is first necessary to remove the L-shaped bracket 86 and then by loosening the nut 83 the bolt 86 may be adjusted.

It is to be noted that the axis of the bolt 80 is directed. at an angle to the axis of the piston rod l4. When the switch is operated to its closed position the blade carrier i5 swings about the center of the bolt id in a counter-clockwise direction through such an angle as to bring the center line of the belt at substantially in line with the center line or" the piston rod 2'4. Of course this varies somewhat during the motion of the railway car but, in general, and when the two coupled railway cars are traveling over a straight portion of the track, the blade carrier,

when in the position shown in dotted lines'in Figure 1, is at such an angle that the bolt 80 is directly in line with the piston rod #4. It is to be remembered that the. switch is maintained in its switch closed position by the continued application of pressure to the pneumatic motor whereby the piston rod M is maintained extended. The piston rod continually exerts its force upon the bolt 88 and since this force is transmitted to the bolt 80 along'a line extending through the bolt and axially of the rod M there is substantially no side thrust upon the rod 14 during the time that the switch is in its closed position, which represents substantially the only time that the piston rod is extended.

As previously stated, the switch is returned to its open position, upon the cutting oif of pneumatic pressure to the motor M, by means of the spring indicated at 35 in Figure 1. One end of the spring is connected to a projecting portion 98 in the blade carrier, said projecting portion having an opening therein for receiving the end of the spring. The opposite end of the spring is connected to a spring support as shown in Figure 1;

The forward end of the blade carrier i5 is provided with flat surfaces as indicated at 93 and 94, said surfaces being provided with suitable bolt holes for securing the insulators i6-l6 of Figure 1 thereto.

When the switch is returned to its full open positionby the action of the springs 35 it is held in place by means of a latch as previously stated. This latch is shown more particularly in Figures '5 and 6 to which reference may now be had.

' The latch M) is swiveled in a casting 1159 which is bolted or otherwise suitably secured to the plate 9 by means of bolts as indicated at lei and N32. The casting I50 comprises a bearing support for the latchand also an air pressure chamber for jecting portion H39 which is adapted to abut.

against an arm 8 E5 in the base ms for limiting the extent of turning of the shaft Nil in a clockwise direction as seen in Figure 5. A bolt l 15 extends through the collar member I99 and the shaft H31, this bolt passing through rubber shock absorbing members H5 and Ill and serving to secure the hook portion M8 to the rockshaft ifi'l, so that upon rocking of the collar member Hit the hook portion i it is turned. A cap I is provided at the other end of the assembly, the whole assemblybeing held together by means of a castellated nut 12! which threads about the bolt H5 and is held in position by means of a pin I22.

The latch assembly is not balanced about the shaft I! ill but is heavier on the right hand side as seen in Figure 5 than on the left hand side.

Due to. this fact the latch is biased by gravity to the position shown in full lines in Figure 5. As the blade carrier 55 is moved to its full line position of Figure 1, under the action of the spring means 35, a portion of the carrier having an opening therein rides into a position such that the nose portion of the hook E E8 enters the opening. The

lower surface of the opening causes the latch asswitch it is necessary to firstrelease the latch and this may be accomplished by swinging the latch to its dotted position as shown in Figure 5. A

pneumatic motor it is provided for doing this.

The motor comprises an air chamber which is divided into two compartments as by means of a diaphragm 258. The motor is providedwith a cover plate member 20E which is bolted to the open front face of the air chamber of the motor by means of suitable bolts 252 252 which also serve to secure the diaphragm 285 in place. A conduit 2B3 supplies air pressure to the compartment 254 for moving the diaphragm 265 to the right as seen in Figure 5. The diaphragm 20H, acted upon by the pressure in the chamber 254, is adapted to actuate a piston rod 267 which in turn is adapted to bear against a bolt 2 it; which is threaded into the collar member I 98 and locked in its adjusted position by means of a suitable lock nut as indicated at 2! i. 2H3 an'adjustment may be provided for adjusting the extent of permissible movement of the piston rod 25? before it abuts against the bolt 2H3 to swing the latch member to the dotted line position. The compartment 259 of the pneumatic motor is open to atmosphere by means of an opening 2 l5 whereby one side of the diaphragm is constantly subjected to atmospheric pressure. Upon releasingthe pressure in the compartment 266 the diaphragm 255 returns to the position as shown in Figure'5 due to its own resiliency. This may be accelerated if desired, by means of a spring or by applying negative pressure to the conduit 253.

A description will now'be given of the manner of mounting the contact shoe 5% upon the blade 5?, and for this purpose reference may'be'had more particularly to Figure '7 which is a section taken along the line l'l of Figure 1 and looking in the direction of the arrows. The blade or contact shoe holder comprises a pair of angle iron members 226 and 22H which ext'endparallel and tionship. The bumper supports I may comprise merely fiat plates of a generally square shape and having a central opening therein. The bumper plates serve to secure rubberbumpers 226 and 22'! to the contact shoe holder il. It is to be noted that these rubber bumpers are of a generally circular cross-section and of a generally conical shape. A disc memberZZS, which may comprise merely a plurality of layers of canvas, is interposed between each of the rubber bumpers 225-22! andthe angle members 22l22l.

The contact shoe i3 is made of'copperor other 1 By adjusting the bolt suitable material of high electrical conductivity and comprises a substantially flat contacting face portion 230 which is suitably reenforced at the rear by means of a reenforcing web 23! which extends lengthwise of the contact shoe and suitable webs 232 which extend transversely thereof. The reenforcing webs are formed integrally with the rest of the contact shoe. A plurality of such webs '23 --232 are provided in spaced relationship lengthwise of the contact shoe to suitably strengthen the same. At each of the bumpers such as 19 and 29 of Figure l the contact shoe is provided, at its rear, with a boss 235 which is internally threaded as indicated at 236. A bolt 23'! is threaded into the contact shoe l8 and is extended through openings in the rubber bumpers 228 and 221. A suitable disc 25%, which may also be made of a plurality of layers of canvas, is interposed between the boss 235 and the bumper 2.21. At its other end the bolt 23'! is threaded and the contact shoe i8 is locked in position by means of a castellated nut 242, which may be held in place by means of a pin 243. It is to be noted that the space between the vertical flanges of the angle member 228 and the member 22! is appreciably more than the diameter of the bolt 23?. As a result it is possible for the contact shoe it! to adjust itself with reference to its holder ll so as to maintain proper contact with the cooperating contact shoe on the switch of the adjacent railway car. To do this it may be necessary for the contact shoe to move angularly in a clockwise or counterclockwise direction as seen in Figure '7 due to the fact that one or the other of the two coupled cars have a limited amount of motion in a vertical direction with reference to one another. The rubber bumper arrangement permits a limited amount of universal motion of the contact shoe !8 with respect to its supporting blade holder !1.

In order to operate the switch to its closed position air pressure is applied to the pneumatic motor l4 and at the same time air pressure is applied to the pneumatic motor 44 for releasing the latch 40. In order to obtain the best results it is advisable to release the latch before a considerable force is applied to the blade carrier for if a considerable force were applied by the pneumatic motor Hi to the blade carrier l5 at a time when the blade carrier is held in its locked position by the latch mechanism there is a possibility that the carrier might wedge against the latch mechanism and prevent release of the latch mechanism by the pneumatic motor 44. This might require the use of two control levers, one for the latch motor and the other for the motor l4. However, I accomplish this result by the application of air pressure to a single conduit and providing means for delaying the build ng up of pressure in the operating motor M. This is accomplished by the arrangement shown diagrammatically in Figure 9. Air for operating the two pneumatic motors is supplied under pressure from the conduit 256. the outlet of which is connected to a T-pipe having two branches. One of the branches extends by way of the conduit 203 to the conduit 253 of Figure 5, for opera ing the pneumatic motor 4 3. The other branch of the T extends by way of an el-- bow 252 and a nipple 253to a conduit '12 which connects with the conduit 12 of Figure 4 for operating the pneumatic motor M. The nipple 253 is provided with a restricted orifice 254 for restricting the rate of air flow. No such restriction is provided in the connection to the pneumatic motor 44 for operating the releasing and holding latch. When air pressure is applied to the conduit 250 for operating both of the motors to actuate the switch to its closed position the air pressure builds up quickly in the motor 44, due to the fact that there is no restriction to the air fiowing through the pipe 283'. As a resultthe latch is immediately operated to its releasing position shown in dotted lines in Figure 5. At the same time air pressure is applied by way of the conduit F2 for operating the pneumatic motor 54. However, due to the restricted orifice 254, there is momentary delay in the building up of the air pressure in the operating chamber of the pneumatic motor M with the result that there is a delay in the operation of the piston that actuates the blade carrier i5. A moment later, the latch 49 having already been released, the air pressure will build up in the motor M with the result that the piston rod operated by this motor will actuate the blade carrier to the position shown in the dotted lines in Figure 1. Since the air pressure is maintained during the entire time that the switch is to be kept in its closed position it is apparent that the motor it maintains the switch in the position shown in dotted lines in Figure l.

The restricted orifice 254 (Figure 9) not only delays the initiation of the switch closing movement but also checks the rate of movement of the switch in its closing direction since the rate of movement is determined by the rate of fluid flow through the restricted orifice. Hence the orifice prevents violent slamming or banging of the switch in its closing movement. In a like manner, during the switch opening movement, fluid from the chamber l5 (Figure 4) must escape through the restricted orifice 254 (Figure 9). The rate of escape of fluid from the chamber 10 will determine the rate of movement of the switch in its opening direction under the action of the retracting spring 35. The orifice 254 limits the rate of escape of fluid from the chamber 10 and thus cushions the return movement of the switch blade.

Reference may now be had to Figures 10, 11 and 12 showing a switch of a somewhat modified form of construction. In these figures I show only the top portion of a railway car upon which my switch is mounted. The railway car is indicated at 3% and has mounted on the top thereof a number of insulators for supporting the usual pantograph structure 30! that rides along the overhead trolley. The pantograph supporting structure may be of a kind well known in the art and only a portion thereof is here shown. This portion includes an insulator 365 which is mounted on top of the railway car and sup ports, together with other insulators not shown, a member 366 whereon are supported a number of insulators, one of which is indicated at 397, for supporting the pantograph support 398. As previously stated, the insulator 395 is provided on top of railway cars of the kind herein contemplated regardless of whether or not the car is provided with my improved switch. I contemplate utilizing this insulator to help support my switching structure and thus reduce, by at least one, the number of insulators that might be otherwise required to support the switch. Two insulators 3m and 3!! are mounted upon the railway car and support an angle iron frame member 3l5. This frame member extends beyond the insulator 3m and is supported at its extended end by the insulator 395. The frame 3l5 constitutes a sub frame and extends length- 1 indicated at 355- -455.

wise of the top of the car and along the side thereof for a short distance. This frame is provided with a portion indicated at 3% which extends transversely of the railway car and is joined to the longitudinally extending portion by means of a portion 3H. The portion 3w of the frame M5 is supported by an insulator 3E8 which is mounted upon the top of the railway car.

The sub base 3l5 supports an upper base 325 by means of three insulators indicated at 232i, 322 and 323. This upper base 325 comprises an angle iron frame having a plate-like member 325 secured to the lower side of the angle frame. The switch and the various operating means therefor are suspended from the lower side of the plate member 325. A frame member it which constitutes a bearing for the blade carrier and an air pressure chamber for the pneumatic motor for operating the switch is mounted on the lower side of the plate 325. The member it is of a construction such as has been previously described in connection with the switch mechanism shown in Figures 1 and 2 and need not be further described herein. A blade carrier 335 is pivoted in the frame member It in substantially the same manner as is the blade carrier l5 of the switch previously described. The blade carrier is adapted to swing about'its pivot which is indicated at 33l in Figure 10. In this form of my invention a contact shoe holder 332 is bolted or otherwise rigidly secured tothe blade'carrier 335 to swing therewith as an integral unit. The blade or contact shoe holder 332 may be of, a construction substantially identical to the construction or the blade holder l l of the switch previously described, and it supports a contact shoe 335 by means of a pair of spaced resilient bumper supports 335 and 3-33. The contact shoe and the manner of mounting the same upon the blade holder 352 may be of a construction substantially the same as the contact shoe is and the bumper supports l9 and 2- of the switch shown in Figure i and which has been previously described. A' flexible braided copper conductor 340 is secured to the contact shoe 335' for extending the electrical circuit thereto. It is to be noted that in this form of switch the blade holding member 332 is mounted directly upon the blade carrier 335 whereas in the form of switch previously described a set of insulators is interposed between the corresponcbing member II and the corresponding blade carrier l5. As a result of the present arrangement the various actuating means such as the pneumatic motors and the like are not insulated from the switch blade. Hence the conduit'supplying air to the pneumatic motors must include a section of insulation.

Reference may now be had to Figure 13 showing a perspective View of the blade carrier 335 of the switch shown in Figures 10 and 11,. The blade carrier is provided with a cylindrical portion 345 having a central bore 355 through which the'mounting bolt 33! (Figure 10) extends. The cylindrical portion is provided with a pair of arms 348 and 349 having aligned openings therein as A bolt is extended through these aligned openings and constitutes a bearing surface against which the piston rod l (Figures 3 and 4) of the pneumatic motor bears. An arm 352 extends forward and upwardly from the cylindrical portion 365 and terminates at a front wall 354 which extends at right angles thereto and transversely of the railway car: This portion of the blade carrier is provided with a flat portion 355 and a similar portion at the lower end thereof. These flat surfaces are provided with a plurality. of bolt holes indicated at 356. The angle members 332 of the switch are adapted to be bolted to the carrier member 335 by means .of bolts that extend through the opening 355.

The blade carrier 335 is provided with a pair of lugs and SEE having central aligned openings therein for receiving a mounting pin. A

spring swivel is pivoted about this pin and provides a support for one end of a spring which is provided for returning the switch blade to its open position as shown in full lines in Figures 10, 11 and 12. This swivel is indicated at 360 in Figure 12. At its bottom portion the blade carrier is provided with a projecting end 352 which is adapted to ride over the locking portion of a locking latch such as the lock portion N8 of the locking member shown in Figure 5, and be thereby held in place.

The locking latch shown in Figures 4 and 5 is secured in inverted position, to the underside of the upper plate 325 and is so arranged that when the blade carrier is swung to the position shown in full lines in Figure 10 the hook member H8 is forced downwardly by the wall portion 363 (Figure 13) of the blade carrier until this wall portion reaches the portion 525 of the locking latch shown in Figure 5. In view of the fact that the locking latch is here mounted in its inverted position it is necessary to provide a counterweight on the side of the locking latch adjacent the cap lZi'i (Figure 5) in order to bias the locking member to the position as shown in full lines in Figure 5. In the absence of such a counterweight if the mechanism as shown in Figure 5 were inverted then the apparatus would assume the-position as shown in the dotted lines of this figure.

A set of springs 3H3 (Figure 12) are connecte at one end to the spring swivel 365 and at their other end to a spring support an which is SB?" cured to the lower side of the, plate member 325. Means comprising a set of bolts and nuts as indicated at 51% is provided for permitting the adjustment of the tension of the springs 375. These springs normally bias the switch'to'the position shown in full lines in Figure 12 and are adapted to return the switch to this position upon the cut ofi of the air pressure in the motor it. When the spring brings the blade carrier to the full line position as shown in Figure 12 the latch or hook member l it looks it in position.

In Figure 10 I have shown a portion of a railway car which is coupled to the railway car 309 and is provided with a switch such as the switch shown as mounted upon the car 358. The switch mounted upon the car shown in fragmentary form at the left-hand side of the sheet of drawings is of a construction identical to'that shown on the car 355 and only a portion of this structure has been shown. Similar parts of this switch are indicated by the same reference numerals as were used in connection with the switch as shown mounted upon the car 396, these reference numerals being primed. p

Reference may. now. be had more particularly to Figures 14,15, and 16 wherein I show a'somewhat modified form of blade holder. Whereas in the modifications previously described the blade holder comprised a pair of angle iron members, the blade holder shown in these figures comprises a set of spaced tubular members. In Fig ure 14 I show a pair of insulators i5+l6' which are the insulatorsshown in Figure 1 and which switch as shown in Figure 1.

:are mounted upon the blade carrier 15 of Figure 1. A clamping member 499 is suitably secured to the insulator cap 4%! and comprises a flat portion 482 which seats upon the insulator cap. The clamping member 4% is provided with a pair of cylindrical grooves each formed by a portion 434 which is integral with the'base 492 of the clamping member and extends therefrom sidewise, upward and back as indicated, said member 454 forming a cylindrical socket for receiving the tubes M or H6. The member 494 is provided with a lug portion 4% which is adapted-to be clamped toward the portion 402 of the frame 409 by means of the bolt 4% which passes through an opening in the lug 49% and through an aligned opening in the member 1% and threads into a tapped opening in the insulator cap 40!. The blade or contact shoe holder comprises a pair of tubular members M5 and 426 which are inserted into the sockets formed by the member 4534 'of the support 486 and are clamped in place by means of the bolts 4%.

The contact shoe i8 is mounted upon a rubber bumper l9 which is of a construction substantially the same as the bumper member it of the This bumper is however mounted upon the tubular members i5 and M6 in a differen manner. I provide a pair of plate-like clamp members indicated at 423 and 424 each of which is provided with a pair of semi-cylindrical grooves which are adapted to embrace the two pipe members M5 and .!6. The two plate members are provided with central openings into which the rubber bumpers 226 and 22? may extend in the same manner as those bumpers extend through the plate members 223 and 224 of Figure 7. The clamping members 423 and 424 are adapted to be clamped together by means of four sets of bolts and nuts indicated at 428. These clamp members are bolted tightly to the pipe members 455 and M6 and thus rigidly support the rubber bumper upon which the contact. shoe i8 is mounted so that the contact shoe has a limited amount of universal movement with respect to the supporting pipes or tubes H5 and Mia. The clamp members 423 and 424 also hold the ends of the pipes or tubes 4 i 5-4 I 6 against spreading.

In Figures 17, 18 and 19 I show another form of contact shoe and mounting means therefor. This form of contact shoe is adapted to be mounted upon a blade carrier 14 which maybe of a construction similar to the blade carrier 330 of the switch shown in Figures 10, 11 and 12, or of a construction similar to that of the blade carrier of the switch shown in Figures 1 and 2. The blade carrier is provided with a pair of supporting brackets 45! and 452 each of which is split longitudinally and adapted to be clamped in embracing relationship to .a stud pin or shaft 454 by means of a bolt 455 and a nut 456. The contact shoe 4% is provided, at its rear side, with a set of arms 46i46i which are adapted to embrace the supporting arm 45L and another set of arms 45Z-462 which are adapted to embrace the arm 452. The pins or studs extend through aligned openings in the set of arms on the contact shoe 469 and the corresponding arms on the blade carrier 45s and are held in place by means of cotter pins or the like @655. The blade carrier is thus capablecf oscillating about the center of the pins 454 as an axis.

Sets of springs 465 are provided for biasing the blade carrier 4% to the position as shown in the drawings with reference to the blade carrier 450. For this purpose the blade carrier is provided with bosses 461, said bosses being formed integrally with the blade carrier. The bosses are provided with tapped openings into which are threaded studs 45%, the studs being locked in position by means of pins 468 that extend through the bosses and into the studs. The studs 456 extend up to within a short distance of the inner side of the contact shoe 469 and constitute a guiding means for the springs 465. A set of adjustable lock nuts 469 is provided for adjusting the compression upon the springs 465. The springs 455 are located two on each side of the longitudinal center line of the contact shoe 460 and therefore resiliently hold the contact shoe in the position shown in the drawings.

The contact shoe 4 39 is provided with a relatively long contact surface 412 which is adapted to cooperate with the corresponding surface of another contact shoe of identical construction in a manner which will be apparent from the description thus far given. Since the contact shoe 46E- is capable of swiveling about the pins 454 and these pins are mounted upon a blade carrier which is in turn capable of swinging about the pivot 414 is apparent that the contact shoe 45:) has universal motion with reference to its ultimate support, the axis 4'14 about which the blade carrier 450 pivots.

While I have herein shown the contact shoe 46!! mounted upon the blade carrier 45!] without the interposition of insulators between the two it is apparent that such insulators may be provided, in which event the insulators would be mounted upon the blade carrier, the contact shoe together with its swiveling apparatus being mounted upon the insulator.

.In compliance with the requirements of the patent statutes I have herein shown and described a few preferred embodiments of my invention. It is however to be understood that the invention is not limited to the precise constructions herein shown, the same being merely illustrative of the invention. What I consider new and desire to secure by Letters Patent is:

1. In combination, two tandem connected railway cars, switching means pivotally mounted for rotation in the same plane at the adjacent ends of the two cars at opposite sides of the longitudinal center lines of the two cars, and actuating means for rotating the switching means in the same direction about their pivots into abutting engagement in said horizontal plane with one another and maintaining engagement while the cars move with respect to one another, the switching means engaging one another along a line extending diagonally between the two cars when the cars are in alignment.

2. In combination two vehicles coupled together tandem, switching means pivotally mounted at the adjacent ends of the respective vehicles about vertical pivots spaced from the longitudinal center of the vehicles, each of said switching means comprising a switch blade member and means for swinging the same about its pivot into a position between the vehicles and into engagement with the switching means on the other vehicle along a line disposed angularly to the longitudinal center line of the vehicle, and each switching means including yielding means urging it about its vertical pivot into engagement with the other switching means and maintaining a pressure contact between the two switching means.

3. A railway vehicle having a top, an electric switch member pivotally mounted on the top of the vehicle adjacent one end thereof, means for swinging the same about its pivot in a generally horizontal direction beyond the body of the vehicle for establishing an electric circuit connec tion with another switch member on another vehicle, and means for retracting the switch memher to interrupt the circuit connection, said switch member, when in its extended position having a substantially great freedom of angular motion in a horizontal direction with reference to the vehicleand having a substantially lesser but distinct freedom of angular motion in the vertical direction, and yielding means constantly urging the switch horizontally towards its extreme limiting position in one direction when the switch is extended.

l. An electric switch including a switch blade carrier pivotally mounted, a switch blade member mounted on the carrier and swingable therewith, a relatively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise of the blade member, yielding means constantly eiiective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch closing direction,,and additional means constantly urging the blade carrier, and with it the blade, to the switch open position, said yielding means predominating over said additional means, said switch being opened by said additional means upon the yielding means becoming ineffective.

5. An electric switch including a switch blade carrier pivotally mounted, an insulator rigidly mounted on the carrier with its axis extending at right angles to the pivotal axis of the carrier, a switch blade member mounted on the insulator and swingable therewith, a relativelylong and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise oi the blade member, yielding means constantly effective while the switch is in its closed position for urging the blade carrier to swing about its pivot inthe switch closing direction, and means for swinging the blade carrier, and with it the blade, to the switch open position.

6. An electric switch including a switch blade carrier pivotally mounted, an insulator rigidly mounted on thecarrier with its axis extending at right angles to the pivotal axis of the carrier, a switch blade member mounted on the insulator and'swingable therewith, a relatively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise of the blade member, yielding means constantly effective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch-closing direction, and additional means for constantly urging the blade carrier, and with it the blade, to the switch open position, said yielding means normally predominating over said additional means and being rendered inefiective to permit opening movement of the switch under the action of said additional means.

'7. An electric switch including a plurality of spaced insulators rigidly mounted, a supporting base rigidly supported on the insulators, a switch blade carrier pivotally mounted on the base, an insulator rigidly mounted on the carrier with its axis extending at right angles to the pivotal axis of the carrier, a switch blade member mounted on the insulator and swingable therewith, a relatively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise of the blade member, yielding means constantly efiective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch closing direc tion, and additional means for constantly urging the blade carrier, and with it the blade,-to the switch open position, said yielding means normally predominating over said additional means and being rendered inefiective to permit opening movement of the switch under the action of said additional means.

8. An electric switch including a plurality of spaced insulators rigidly mounted, a supporting base rigidly supported on the insulators, a switch for urging the blade carrier to swing about its pivot in the switch closing direction, and means for swinging the blade carrier, and with'it the blade, to the switch open position.

9. An electric switch including a plurality of spaced insulators rigidly mounted, a supporting base rigidly supported on the insulators, a switch blade carrier pivotally mounted on the base, a switch blade member mounted on the carrierand swingable therewith, a relatively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise oi the blade member, yielding means constantly effective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch closing direction, means for swinging the blade carrier, and with it the blade, to the switch open position, locking means effective responsive to the switch reaching its full open positionior locking it in position, andmeans effective responsive to the initiation of the switch opening operation for releasing the locking means.

10. An electric switch including a plurality of spaced insulators rigidly mounted, a supporting base rigidly supported on the insulators, a switch blade carrier pivotally mounted on the base,.an insulator rigidly mounted on the carrier with its axis extending at right angles to the pivotal axis of the carrier, a switch blade member mounted on the insulator and .swingable therewith, a' rela tively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise of the blade member, yielding means constantly efiective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch closing direction, means for swinging the blade carrier, and with it the blade, to the switch open position, and locking means effective responsive to the switch reaching itsfull open position for locking it in position.

11. An electric switch including a plurality of spaced insulators rigidly mounted, a supporting base rigidly supported on the insulators, a switch lade carrier pivotally mounted on the base, an insulator rigidly mounted on the carrier with its axis extending at right angles to the pivotal axis of the carrier, a switch blade member mounted on the insulator and swingable therewith, a relatively long and narrow contact shoe mounted on the blade member with its longitudinal axis extending lengthwise of the blade member, yielding means constantly effective while the switch is in its closed position for urging the blade carrier to swing about its pivot in the switch closing direction, means for swinging the blade carrier, and with it the blade, to the switch open position, locking means eiiective responsive to the switch reaching its full open position for looking it in position, and means effective responsive to the initiation of the switch opening operation for releasing the locking means.

12. A switch comprising a pair of spaced relatively movable vertical pivots, a pair of cooperating switch blades mounted for swinging movement about the respective pivots into and out of engagement with one another, said blades being horizontally displaced in opposite directions from the plane determined by both pivots, and yielding means for moving said blades about their pivots into abutting engagement with one another and urging them beyond their position of engagement for maintaining a yielding pressure engagement between them as the pivots move relative to one another.

13. An electric switch including a pair of coopera-tin contact making members pivotally mounted and swingable about their pivots into and out of engagement, the pivotal supports of each of the contact making members being movable in a direction having a component at an angle to the line joining the pivots, said contact making members being swingable about their pivots when in the switch closed position, and yielding means for constantly urging said contact members about their pivots and towards one another when the switch is in the closed position, whereby they are maintained in engagement while the relative positions of the two pivot points shift.

14. An electric switch including a pair of spaced vertical pivots, a pair of contact making members adapted to be swung about the pivots into engagement with one another, yielding means constantly urging the contact making members to swing about their pivots towards one another when they are in engagement, said pivots being movable and said contact making members being freely swingable about their respective pivots under the action of the yielding means.

15. In combination, a switch member, means for holding the member in a given position, pneumatic means for controlling the release of the first named means, pneumatic means for moving the switch member to a second position, both of said pneumatic means being arranged to have pressure simultaneously applied thereto, and means for delaying the efiect of the pressure on the second named pneumatic means until the holding means has been released.

16. In combination, a switch member, means for holding the member in a given position, pneumatic means for controlling the release of the first named means, pneumatic means for moving the switch member to a second position, both of said pneumatic means being arranged to have pressure simultan ously applied thereto, and means for restricting the rate of fluid flow to the second named pneumatic means as compared to the rate of flow to the first named pneumatic means, thereby delaying the effect of the pressure on the second named pneumatic means until the holding means has been released.

17. In combination, two vehicles coupled together in tandem and, at the adjacent ends of the vehicles, a switching member pivoted on one vehicle at a substantial distance to one side of the longitudinal center of the vehicles, a cooperating switch member pivoted to the other vehicle at a substantial distance to the other side of the longitudinal center of the vehicles about a pivot parallel to the first pivot, both of the switching members having a contacting surface defined by the locus or" a straight line at right angles to the axes of the pivots moving parallel to itself, and means for swinging both switching members about their respective pivots and in directions towards one another to bring the members into engagement along a line extending diagonally between the two vehicles.

1 In combination, two vehicles coupled together in tar. .em and, at the adjacent ends of the vehicles, a switching member pivoted on one vehicle at a substantial distance to one side of the longitudinal center of the vehicles, a cooperating switch ;1ember pivoted to the other vehicle at a substantial distance to the other side or" the longitudinal center of the vehicles, each of saic members having a horizontally extending flat contacting surface, means for locking the respective members in their switch open position, means for releasing the locking means, and means for swinging both switching members about their respective pivots and in directions towards one another to bring the members into engagement along a line extending diagonally between the two vehicles.

19. In combination with a railway car, switching means mounted thereon adjacent one end thereof and including a blade carrier pivotally mounted for movement in a generally horizontal plane, insulators mounted on the blade carrier, a blade mounted on insulators and movable by the blade carrier horizontally beyond the body or the railway car, motor means mounted on top of the railway car and connected to said carrier adjacent the pivot thereof for actuating the blade car said motor means being insulated from the blade by said insulators, and means normally tending to resist movement of said carrler by said motor means.

25). A switch including blade supporting means, a resilient insulating tubular member on one side of the supporting means, another resilient tubular member on the other side of said means, a bolt passing through said two tubular members and through a hole in the blade supporting means and out of contact with the blade supporting means, said bolt serving to secure the insulating members to the blade supporting means, and a sw tch blade carried by the supporting means through the tubular insulating members.

21. A switch including a pair of cooperating switch blades adapted to be mounted on adjacent vehicles of a train of vehicles, vertical pivots for the blades, said pivots being movable towards and away from one another as the adjacent vehicles move with respect to one another, yielding means for swinging said blades about their pivots from their normal switch open position to their normal switch closed position in abutting engagement with one another, each blade having a contacting surface which is a straight line in horizontal section whereby the blades engage along a ho 'izontal line lying between the pivots, said yielding means maintaining a force constantly urging the blades in their switch closing direction beyond their position of abutment to maintain a pressure engagement between the blades.

22. In a train comprising a pair of tandem connected vehicles, a switch including a pair of cooperating switch blades, one on each vehicle, vertical pivots for the blades, said pivots being relatively movable with said vehicles, yielding means for swinging said blades about their pivots from tween them.

their normal switch open position to their normal switch closed position in abutting engagement with one another, each blade having a contacting surface which is a straight line in, hori- "zontal section whereby the blades engage along a horizontal line lying between the pivots, said yielding means maintaining 'a force constantly urging the blades in their switch closing direction beyond their position of abutment to maintain a pressure engagement between the blades, said pivots being located at adjacent ends of the two vehicles and on the opposite sides of the iongitudinal center line thereof.

23.. In a train of coupled vehicles, a switch comprising one switching member pivoted about a vertical pivot on the roof of one vehicle adjacent the end thereof andspaced from the longitudinal center line thereof, a cooperating switching member pivoted about a vertical pivot on the roof and at the adjacent end of the adjacent vehicle, said second pivot being spaced on the opposite side of the longitudinal center line of the vehicle, and yielding means for swinging the switching members about their respective pivots in a horizontal plane from their normal switch open position to their normal switch closed position n abutting engagement with one another, said yielding means maintaining a force constantly urging said switching members beyond their position of abutment in said horizontal plane to maintain a pressrue engagement be- 2 i. In a train of coupled vehicles, a switch comprising one switching member pivoted about a vertical pivot on the roof of one vehicle adjacent the end thereof and spaced from the ion gitudinal center line thereof, a cooperating switching member pivoted about a vertical pivot on the roof and at the adjacent end of the adjacent vehicle, said second pivot being spaced on the opposite side of the longitudinal center line of the vehicle, each of the switching members having a contacting surface defined along a major portion of its length by the locus of a horizontal straight line moving parallel to itself, and yielding means for swinging the switching members about their respective pivots from their normal switch open position to their normal switch closed position in abutting engagement with one another, said yielding means maintaining a force constantly urging said switching members about said pivots beyond their position of abutment to maintain a pressure engagement between them.

25. Electric switching means including a pair of switch blade carriers pivotally mounted about spaced pivots that are movable toward and away from one. another, contacting means supported by the respective carriers and each including a relatively long and narrow contact making no-- ticn, said blade carriers being swingable about their pivots to bring the two contact making portions into out of engagement with one an-- other, yielding means constantly effective while the switching means is in its closed position for urging the blade carriers to swing about their pivots towards engagement with one another for maintaining engagement of the contact making portions as the pivots move with respect to one another, and means for .winging the blade carriers aboutthe pivots to their switch open positions.

26. In a train of tandem connected vehicles,

means each of two adjaoentvehicles, a comparatively long switch blade extending transversely of the vehicle when in its open position and movable and means for swinging the blades toward one another about their vertical pivots and continu ously maintaining a yielding pressure engagement between them, said blades being movable about their vertical pivots under the action of the yielding pressure maintaining means for maintaining engagement of the blades as the vehicles and the ass ciated blade pivots move with respect to one another.

27. In a train of tandem connected vehicles, switching means ror stablishing circuit connec: tions between adjacent vehicles comprising, on each of two adjacent ve ales, a comparatively long switch blade extending transversely of the vehicle when in its open position and movable into a position extending diagonally in the space between the vehicles, said two blades being pivoted about vertical pivots located on opposite sides of the longitudinal center line of the train, means for swinging the respective blades to their switch open position, and means forholding the blades in the open'position. e

28. In combination with a railway car, switching means thereon adjacent one end of said car and inciuding blade carrier pivotally mounted for movement in a horizontal plane, motor means connected to'said carrier for moving the carrier in one direction about'said pivot, resilient means for resisting movement of said can cl by. said motor means and moving said carrier in the opposite direction upon deenergizaticn of said motor means, and means for cushioning the blade carrier in its movement in said opposite direction. 29. In combination with a railway car, switching means thereon adjacent one end of said car and inciuding a blade carrier pivotally mounted for movement in ahorizontai plane, motor means connected to said carrier for moving the carrier in one direction about said pivot, resilient means resisting movement of said carrier by said motor means and moving said carrier in the opposite direction upon deenergization of said motor means, and means for cushioning the blade carrier in its movement in said opposite direction and for introducing a relatively small delay in the init i movement of saic carrier upon actuation of said motor means.

3'8. In combination, a switch comprising a switch blade pivotally mounted for rotation in a horizontal plane from switch open to switch closed position, spring means iornwving switch blade into switch open position, motor means having abutting engagement with said blade for moving said blade into switch close position and for storing ener y in said spring means, means associated with said motor means y for cushioning said switch biade adjacent its switch opened position against the movement im.-.

parted thereto by said m ans, and for controlling the anguiar rotational movement imparted to said switch blade by said motor cHRisTE'N CHRISTENSEN.

iswitching means for establishing circuit connec- 'tions between adjacent vehicles comprising, on 

